2018 Chevrolet Camaro

For the driver and a friend. . . only ONE friend

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Before you think, WOW!  What was the Camaro ZL1 like?  The base Camaro doesn’t have anywhere near 455hp like the ZL1, but it was a capable performer even with ‘only’ 275hp.  Even so, it wasn’t too shabby with the accelerator.

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The little 2.0L turbo 4 was anxious to go at the slightest tap of the gas pedal, but the exhaust note had no hint of the desired V8 growl.  It actually sounded so poor that I wondered if the car didn’t already have an exhaust system leak.  There’s PLENTY of space between the engine block and the grille for a bigger turbo or any list of mods.

I asked my friend in the backseat,

“how’s the seats back there?”

Without hesitation she said “It sucks!  If I was an animal, I’d be a turtle and just stay in my shell!”

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The front passenger and I laughed of course, but after closer inspection, I felt a little guilty having both of my 5’7″ friends in either seat.  The front passenger seat was tight with the power seat up about half way to allow minimal leg room in the back.

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My driver’s seat was back almost all the way which left less than 2″ of legroom for a poor soul that would have been behind me.  Needless to say, this is really only meant for 2 front seat occupants.  Even an infant car seat would be a difficult squeeze in the back.

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The rear view highlights the wide body and narrow cabin.  Outward visibility from all angles is horrible, but as they say “If you are going fast enough, you only need to be aware of what’s in front”.  The base Camaro looks pretty good for a sub-$30,000 coupe, but it’s definitely a mild toned-down version of the much more in-demand V-8s.  Since this Camaro is so stripped down, maybe Chevy views it as a blank slate for the customers that want the endless add-on and customization possibilities.

20181222_101021I’m surprised that halogen headlights are still the standard and not the more modern LED or Xenon bulbs, but halogen blends with the retro styled center console.

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There was very little storage space in the Camaro.  The center console has capacity for some spare change, a phone, a phone charger, and some fast food napkins but that’s about it.  Only two cupholders in the entire cabin would leave the backseat passengers to holding their drinks for the trip duration.

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I liked what Chevy did with the retro styled vents, but they scored a big fat zero on practicality of the rest of the controls.  The temperature is controlled by the left metal trim surround and the fan speed is controlled by the right, but the fan speed dial doesn’t work when the defrost setting is on.  It seems you are at the mercy of the auto setting until you change the setting to ‘face’ or ‘foot’.  I fiddled with it at several stoplights, but it was unnecessarily frustrating to figure it out completely.  The rest of the climate control buttons were also very small and only lit by a tiny amber light.  It’d be very difficult to see what was activated in direct sunlight.  The standard issue 6-speaker stereo was very good and here’s an odd trick that improved it.  I lowered the power seat enough to where my knee wasn’t blocking the door speaker resulting in a drastic improvement of sound quality.  That was a strange first!

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The driver’s seat was comfortable on my legs, lower back, and my sides.  As you can see in the picture, there was a strange crease in the seat bottom fabric that wasn’t on the passenger seat.  I can’t comprehend how that could happen without having permanent internal damage.  Did something collapse in there?  Someone enlighten me!

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Compared to many of the other cars I’ve rented this year, the Camaro was one of the few that could actually get use from the steering wheel paddle shifters.  It’s a big no-no to track a rental car, but at least laps around a track would make sense in this [albeit] automatic Camaro vs. the Continental of a few months ago.  Also an oddity, I think the 4-cyl turbo could get near that 160mph speedometer maximum.  The 125mph (200kmh) speedometer maximum on last weeks Hyundai i10 would have been a terrifying experience.

 

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The trunk opening was miniscule also.  I’m sure the wasted space setup is for the optional convertible top, but it’s really pointless to have so much covered dead air below the trunk hinges.

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The traction control defeat and ‘Mode’ buttons for the Touring/Track/Ice-Snow settings was prominently placed like drivers would change that regularly.  Maybe for the SS or ZL1 models, but I think that’s lost on the target market 4-cylinder crowd.

We all know someone that had a maintenance nightmare 3rd generation Camaro and time will tell if the 2018 models will be the same or better.  I’m anxious to hear repair histories of the 5th and 6th generations after 120,000 miles of daily use.

Things of note:
MSRP starts at about $26,700 for the base 4-cyl.
Achieved an impressive 26.9 mpg thanks to the 8-speed auto. EPA says 22CITY/31HWY.
Top shelf ZL1 convertible easily can reach $75,000.
Imagine the fun at 400 fewer pounds.
Buy it? Rent it? Avoid it?
Not even when I was 16 years old was a Camaro on my wish list of first cars.  Granted, when I was 16, the 3rd generation F body was selling like crazy, but I never had a poster in my bedroom.  I’d rent one again, but only if I had no chance of having any people in the back seat.  Plus, I have yet to test out the 2-door Mustang or Q60.  There’s so many choices of 275hp vehicles that are bigger, sound better, more comfortable, and equally fun to drive to recommend buying one.  I understand that Chevy’s target audience is most interested in the name badge and 50+ year heritage.
Chevy if you’re listening . . .
How much weight could be saved if this was a 2-seater?
On a scale from 1-100: (1- nay / 100- yay)
Buy it now – 25
Buy it later at half the current price – 45
F.E.D. (Fun, Efficiency & Desirability) – 75
Oooh and ahhh factor – 40
Recommended to rent – 55

2018 Hyundai i10

Even smaller than it sounds

I had an amazing vacation to Iceland and this was our rental for the week.  Thankfully there was only 3 of us because the car was stuffed to the gills with 3 suitcases and 3 passengers.  I know all the pictures look like they were taken at sunrise or sunset, but this time of year, Iceland only gets a little over 4 hours of sun per day and we saw direct sun very little all week.  Add a mix of clouds and precipitation, and it looks like either early evening or 2am all the time.

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It’s tiny in every regard except the front legroom, but that’s only if the seats are all the way back leaving only several inches of legroom for the [hopefully] petite passengers in the backseat.

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I don’t think a car like this would fly at all in the US as the only attraction would be the price.  Size wise, the smart car is the only thing comparable, but it’s a 2-seater.  The prices of these start at 2.190.000 Icelandic Krona . . . translating to about US$18,000.  I talked with a local briefly about cars and he said that all autos are roughly double the price from the US.  That makes sense since this is one class smaller than the domestic Accent.  If you want a fairly common Hyundai SUV found here in the states, the base price of a Hyundai Santa Fe is $64,700 in Iceland.  Needless to say, every large vehicle on the road looked out of place!

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I don’t think it’s a horrible looking vehicle, but it definitely wouldn’t be on my short list to purchase either.

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Primarily the reason not to purchase is pictured here.  Powering the i10 is a 3-cylinder 66hp engine with a 4-speed transmission.  Luckily, it weighs just shy of 2100 lbs.  Hyundai’s primary focus was obviously the low-as-possible MSRP.  The jaunt from 0-60 can be an intimidating process if you are trying to merge into one of the many round-a-bouts in Iceland, but thankfully most of the other cars on the road are also tiny and slow.  I found a range of 0-60 times anywhere from 12.6 to 16.0 seconds, but I’d estimate the 0-60 was in the 14 second range as I can’t find an accurate count anywhere on the web in English at least.  It became clear at our first gas station fill up why smaller is definitely better since the only gasoline choice is 95-octane (!) and it’s about $6.70 per gallon.  The commonplace state-side Ford F-series trucks, Escalades, and V8 powered sports cars that we’re accustomed to are very rare.

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At about 55mph, the tiny 1.0liter is pumping out 3000 rpm, which translated to an abysmal 33.3mpg overall for our week with the A10.  The mileage was so low that I questioned if the tank was full when we got it, but the gas gauge looked identical at pick-up time and drop off.  Most of the mileage was from highway driving to the touristy stuff, so getting to 40mpg would seem to be a challenge.

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The ride wasn’t as bad as expected even with the loud studded snow tires.  I’m sure it’s a requirement of some type either mandated by the government or rental car agency that certain months of the year all cars need to have these installed.  My state of Kentucky allows unrestricted use of these road damaging tires, but 10 states don’t allow them at all and the rest have seasonal restrictions.  Luckily, the roads in Iceland were very smooth and well maintained.

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The dash was very well laid out and crystal clear, but it’s very generic.  A dearly departed friend from high school had an early 90’s Geo Metro for several years and similarities between the two were borderline comical.  It’d be very easy to complain about everything the Hyundai was lacking, but simplicity is probably best when driving in a foreign country.

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In a normal array of buttons and tech found in between the 2 front seats, all the i10 has is an extra power outlet.

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The stereo was bare bones and no CD player or satellite radio either, but there was an unusual number of radio stations and 103.9 FM was an especially good one.  They played music on there that I hadn’t heard in years and missed hearing.  A very pleasant surprise was the heated front seats.  A huge disappointment was the lack of A/C.  There’s probably only a handful of days where cooling the inside of a car is necessary, but on more than one occasion we needed it to defog the windows.  The windows eventually cleared every time, but we were baking in the cabin until the inner glass was warm enough not to have inside condensation.  Use of an a/c compressor would have removed the moisture without baking the passengers.  We only saw snow 1 day and it was in the mid-30’s to high-40’s the rest of the time we were there.  Aside from the day of bone chilling 50mph winds(!) it wasn’t the stereotypical trip to the far north Atlantic.  Besides the auto transmission, I’d confidently say that heated seats were the only option on this car.

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The driver’s seat was only tolerable for short trips.  There was zero lumbar support and the only useful adjustment was the recline, which would intrude noticeably to anyone in the back seat if the driver was over 6 feet tall.  The steering wheel mute button for the stereo was useful and unusual in the other rental cars of this size I’ve seen.

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When we picked up the car, the data sheet said room for 4 adults and 1 suitcase.  I thought it was a joke, but we instantly learned that it was indeed a single suitcase trunk.  After adding a small backpack to the right, the trunk was as full as possible.  This car would have been impossible with 4 adults + luggage.

This rental car and trip in general was proof positive that Americans are definitely obsessed with bigger vehicles than necessary.

Things of note:
Huge difference in performance with extra passengers and luggage
66hp for a 4-wheeled passenger car would NEVER be ok stateside
It’s lacking a lot, but you get what you pay for.

Buy it? Rent it? Avoid it?
If I ever had the need to move overseas, the i10 would be near the bottom of my shopping list.  It’s borderline acceptable if you never plan to have passengers or the slightest inkling of cargo, but how can any car buyer guarantee that?  I’d be curious to see what the gas mileage would be on a 5-speed manual.  Even if money is tight, I’d opt for a larger rental or a used car purchase that has a little more oomph.
Hyundai if you’re listening . . .
The company must be doing something right because the i10, i20, and i30’s were all over Reykjavik, but a 6-speed manual or automatic would do wonders for fuel economy and performance.
On a scale from 1-100: (1- nay / 100- yay)
Buy it now – 10
Buy it later at half the current price – 20
F.E.D. (Fun, Efficiency & Desirability) – 15
Oooh and ahhh factor – 40 (due to it’s perplexing small size to this foreigner)
Recommended to rent – 30

 

2019 Jeep Compass Trailhawk

Shortest review Ever

As I mentioned in my Highlander review, this was my first assigned vehicle of the day that was an unbelievable disappointment at start-up.

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I was on my way to a friend’s house for a dinner date and I got this tiny Jeep for 3 people.  Just two miles later, I returned it.  The cabin was tiny, the engine was loud and weak, plus the transmission was jerky when downshifting AND upshifting.

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To pour salt on the wounds, the base price of these is over $28,000.

Base price!

That type of cabin noise is only acceptable and expected for a car at half the price.

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It’s only redeeming quality was the interior where I expect is the reason for the inflated price.  The seats were black with red piping and stitching accents that looked great.

I may try a similarly classed Cherokee in the future, but no way I’d rent a Compass again if I was going to have even 1 extra passenger at any time.  If I hear enough outcry, I may try it again if I’m going solo throughout the rental.

2019 Toyota Highlander

You get what you pay for(?)

I initially rented a Jeep Compass Trailhawk for the day, but after driving it only 2 miles, I immediately went back in for an exchange.  More on that in a later [abbreviated] review.

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At first glance on the side, it slight resembles a Grand Cherokee.  I think that’s in part due to Jeep has a similar styled wheel and the oddly distinctive rear tail light.

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But the front is all Highlander.  When I first sat down in the driver’s seat, it was apparent that this was much closer to the base model than the fully optioned one.  The blacked out spots for the non-existent fog lights could have been made a little smoother.  The rounded center inset piece is even shaped like a light bulb.

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This isn’t exactly an interior picture that would be in 2019 Highlander literature.  I think the only thing that could compare would be an old Ford Cargo Van with an am/fm radio surrounded by blanks.  Both of those just look awful and screams cheap.  I don’t think that’s appropriate for ANY vehicle that costs nearly $35 grand.

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I see the styling cues to the RAV4, but the Highlander is noticeably much larger.

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With the backseats folded down, the Highlander could be a viable option to Santa’s sleigh.  The Sienna would be only marginally bigger in available cubic feet of storage.

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With the 3-person backrow seats up, I think 3 teenagers would be comfortable back there as long as the middle row seats were moved up a little.  But if 7 passengers and the driver were making a multi-state trip, the Sienna would definitely be the better choice.

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The 295hp 8-speed automatic performed well although at 25mph, the transmission seemed unsure whether or not to downshift 1 or 2 gears.  It was acceptable, but it was not nearly as smooth as the Kia Optima (did I just say that?) from last week.  But with those 2 extra gears, the much bigger and heavier Highlander can deliver nearly 30mpg on the highway.

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The center stack is reminiscent of the Camry from a few months ago, but the sound system was a such a disappointment that even the $19000 Sentra tops it performance and sound quality.  According to Toyota’s website, there’s 5 different variations of Entune and JBL stereos available for the Highlander.  The one on this 2300-mile example was the base Entune with only 6 speakers with the top shelf JBL units have 12 speakers.  As a testament to the width of the 8-seat Highlander, I immediately noticed that the tune knob was a long arm stretch from the driver’s seat.

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The larger than normal steering wheel buttons were welcomed after several recent vehicles had a less intuitive layout.  Adaptive cruise control is standard, but can be defeated if the ‘cruise on’ button is pushed in and held for 2 seconds.

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The dashboard is bare bones with only a narrow changeable screen in the center.  The trip computers relating to gasoline usage were spot on accurate.

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Hidden down below the USB, aux, and 12v outlets is the traction control defeat button and other weather driving assist buttons.

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I’d never seen a pass thru shelf for plugging in electronics for a passenger vehicle, but here it is! There was plenty of space on this shelf that went from the gear shifter to the passenger door for 4 devices to sit and charge or for simultaneous aux port sound system use.  I wonder how long the plastic cover will last in rentals before it disappears forever?

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The center console could store more than enough snacks for a week long trip.  Toyota measures it at 24.5 liters or nearly 6 1/2 gallons.  There’s another 12V plug in and the tray is movable back and forth.

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The middle row seats were spacious and the seats were comfortable, but lacking in the thigh support.

I’ve been exposed to previous model year Highlanders from a volunteer job I had a few years ago.  I would drive a 2012 Highlander Hybrid up to 300 miles in a day and it never had a hiccup.  I’m no longer associated with that organization, but when I left 2 years ago it had 210,000 miles and still going strong.  They also had a base 2013 Highlander that had about half as many miles, but still ran like a top.

I see no indication why this 2019 model would not have a different long-term outlook as far as build quality to any previous Highlanders.  Why would Toyota mess with a good thing?

Things of note:
MSRP starts at $34,500 for the base AWD V6.
Achieved a predictable 22.9 mpg. The EPA says 20CITY/29HWY.
Top shelf Limited trims can reach $50,000 with minimal additional options.
295hp is a fair medium for fuel economy and power.
Buy it? Rent it? Avoid it?
I know more than a few people that have early generation Highlanders and they are top tier when it comes to reliability.  300,000 miles is not uncommon on a 2005 with plenty of life still left to go and not even an oil leak.  I’d expect the same from this generation, but the hybrid battery is always hit or miss depending on driving conditions and climate.  I’d rent a Highlander again when hauling a lot of cargo or 6 other passengers, but first, I want to scope out and compare the Pathfinder and Explorer that are in this class also.
Toyota if you’re listening . . .
These seem to be the king of longevity in this class and it’s very telling when looking at prices of comparible used SUV’s with over 100K miles.  How difficult would it be to get an ultra-efficient diesel to the American market?   I hope for the 2020 models and beyond that SiriusXm will be standard in every vehicle.  I’ve recently been in various Yaris, Corolla, Camry, RAV4 models, and now a Highlander that didn’t even have satellite radio available.
On a scale from 1-100: (1- nay / 100- yay)
Buy it now – 55
Buy it later at half the current price – 80
F.E.D. (Fun, Efficiency & Desirability) – 40
Oooh and ahhh factor – 30
Recommended to rent – 75

2018 Kia Optima

Forgettable, in [almost] every way

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Not exactly a duet you’d want to hear the late Natalie Cole do with her dad, but that’s the first impression the Optima left on me.  When I first sat down in the driver’s seat on a dreary Friday afternoon, I thought, “Wow, no way this thing costs over $25,000”.  After a little research I learned this was the bare bones “FE” model (iron Optima for the Chemists on here?).  It had no power seats, no sunroof, nor new tech stuff other than lane change assist (LCA) notifying the driver of approaching cars on either side.

The first impression wasn’t good to say the least, but after a “spirited” quick downhill entrance to the interstate, it grew on me a little.  It’s road manners were very similar to the 2018 Camry from a few months ago, but with a little less maneuverability on the corners.

The 185hp 4-cyl was surprisingly adequate for it’s 3200lb curb weight and I wouldn’t change a thing about the 6-speed automatic.  There’s an optional 7-speed DSG transmission, but that is only for the LX 1.6 liter turbo versions.  Oddly enough, the ‘upgraded’ 1.6 liter engine has 7 fewer horsepower and base price is $1800 more, but fuel economy improves by 4mpg city and 3mpg highway.

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The light color interior of this example has seen better days in it’s 25,000 miles, but thankfully light colored interiors are soon to be a thing of the past in our fleets worldwide.  Make way for the black leather seats in most vehicles in the next model year.  The seats were only ok for comfort since there’s only 6-way manual adjustment options and a 2-way power lumbar.

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It’s hard to believe unless you see it for yourself!  The big lever on top moves the seat up and down, the smaller one behind it reclines the seat up and down, and the little button below and in between is the power lumbar.  That’s right, to move the seats back and forth it’s necessary to lift up the metal bar below your knees and do a sit-down version of the Boot Scootin’ Boogie to move the seat forward, but the lumbar is power operated.  That’ll just be one of those “why on earth” questions for a Kia engineer.

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The trunk was a good size at 15.9 cubic feet, but easily more if the collapsible rear seats were utilized.  There was a very dim trunk light and the 40% left and 60% right side seat releases.  The recent Impala and Maxima really spoiled me on sound deadening in the trunk as rear tire and road noise was noticeably louder in this Kia.

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The back seats were very basic with no extra lighting or even rear facing A/C vents, but I thought the contrasting light and dark colors looked pretty good.

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Below the a/c vent was only 1 of 2 blank buttons in the car, which is a small miracle since this is the base model.  As I was driving to return the Kia, the LCA system was beeping incessantly because I had my left turn signal on, but I was slowly approaching a stoplight.  There was another car approaching in the turn lane to the left of me setting off the warning.  That’s not the worst thing in the world, but could get annoying if you do a lot of downtown big city commuting.  If it gets to be too much, there’s a clearly label defeat button above the fuel release.

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The center stack was well labeled and pretty basic.  I was surprised how sensitive the sensor were in the passenger seat.  I had maybe 4 lbs. of  yoga clothes and towels and the chimes wanted me to buckle up, so I did.  I know my readers will rest easy tonight knowing my sweaty wet clothes and towels were safely buckled in.  At engine start up, the default screen changed from the SiriusXM favorites to the above screen.  That didn’t seem practical as I don’t think many people want to set up options or add a phone every time they got in the car.  I really liked the options of the A/c controls with the clear labeled face only / face and feet / feet only / defrost buttons vs. the ‘mode’ button that seems to becoming more commonplace.

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I have the worst luck EVER when it comes to getting good windshield wiper blades.  That’s why I instantly noticed the Optima had the best windshield wipers EVER!  The blades were flawless (must have been nearly new) and the motor was even super quiet.  I could write a separate blog about wiper blades with all the brands I’ve tried.

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The center console area was generic as it was just hard plastics, but the opening to the right of the gear shifter was perfect for a phone.  The cubby above the gear shifter was perfectly labeled for the USB, aux, and 12V outlets.  Why do so many manufacturers think it’s needed to keep these hidden and unlabeled?  The drive mode defaulted to standard at engine start up and could be changed to ‘sport’ or ‘eco’.  I used eco just once since it seemed like I was pulling a 5th wheel when activated.

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As if we needed more proof that steering wheel buttons are the wave of the future, the Optima FE has 8 buttons and 4 up & down switches on the wheel.  The 4 analog gauges and center digital screen were very easy to read in all light, but the trip computer and fuel economy took some trial and error to display.  The windshield wiper stalk was brilliant.  The delay wiper setting was displayed on the front as far as short or long delay, but was adjustable in the front or the back of the switch.  That made it much easier to grasp with my thumb and forefinger to set it right the first time.

This is a tough class to compete in and every carmaker has to put their best foot forward to even get noticed, much less excel.  The Optima was competent, but except for the unique ignition off/exit music, I won’t remember much about it next month.  BUT . . .

4.1.2

. . . after typing 1200+ words about the Optima, I’m reminded how far it has come in barely over a decade!

Things of note:
MSRP can go as high as $37K for the plug-in hybrid.  This sits at a tad over $22,500.
Achieved a typical 29 mpg within the EPA stated 25CITY/35HWY.

Buy it? Rent it? Avoid it?
The Optima could be the perfect incognito vehicle.  This base model doesn’t do anything particularly well, it doesn’t have polarizing style at any angle (but at least it has SOME styling compared to the sterile 2005 model), but that doesn’t matter to most Kia buyers.  I hope I can meet an Optima owner and ask them, “why did you choose it?”  That conversation would likely end instantly with “price”, but I’m curious to know if it’s more than that.  I’m fully aware I’m in the 1% of the population that is car obsessed and the vast majority of car buyers and renters only care about the name plate, 4 wheels, and a good heater & air conditioner.  The Optima is a fine choice for those that can’t tell the difference between a Camry, Malibu, Accord, Fusion, Sonata, [Mazda]6, and Legacy.  If the pricing is right, get a smokin’ hot deal on a demonstrator model and you’d probably be satisfied for 100K miles.  I wouldn’t rent the Optima again unless a 245hp SX model was available.
Kia if you’re listening . . .
The Sportswagon sold overseas looks great and wouldn’t be a huge seller here, but that could be a cult-like vehicle with a K900 engine and 19″ wheels.  What Kia from the past has been a ‘must have’?
On a scale from 1-100: (1- never again / 100- every time)
Buy it now – 25
Buy it later at half the current price – 85
F.E.D. (Fun, Efficiency & Desirability) – 30
Oooh and ahhh factor – 25
Recommended to rent – 55

 

 

2018 Chevrolet Impala

More 1996 Lincoln Town Car than 1996 Chevy Impala

This weeks ride was initially a let down, but I’m happy to report I liked it more than I thought I would.  I headed down to Georgia for a quick holiday visit with mom and my brother and my first choice of chariots was a Toyota Avalon.  Mom is still debating (5 years and counting) on replacing her ’05 Camry.  No Avalons were in sight at pickup time, so a co-worker graciously retrieved this beauty from another lot where it was on hold as a ‘stand-by’ for one of our satellite locations.

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This is the “Premiere” trim level and it’s maxed out as far as options go for any Impala in 2018.  The front leather seats were top tier and adjustable to fit anyone of any height or weight. 20181125_142608

I really liked the mocha colored piping and stitching that was an extremely well done accent color in an otherwise complete black interior.  It was easily spacious enough for 5 adults.

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The front seats could have used a few more lumbar positions, but were fine during my longest stretch of 300 mile non-stop driving.  The floormats felt super cheap and thin.  No doubt they were the rental car fleet specials.

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The center console was a big hit with mom and the blazing fast heated seats.  A carmaker would be golden if they could figure out how to heat the cabin as fast as these seats warmed up!  I really liked the dark gray/black wood trimmed inlays in the console and door area leading me to believe this color scheme could be ready for ‘black car’ sedan service in a fleet of limos.  I didn’t try the manual transmission setting.  The hidden compartment above the gear shifter features wireless charging.  My old LG phone isn’t compatible, but I think that will be standard issue in nearly all cars in a few years.

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The 18.8 cu ft trunk could easily swallow bags for 5 adult passengers, but a full-size baby stroller would be snug.  The trunk lining/insulation was a little loose so the trunk light on was visible through the crack pictured above.  I noticed the light was mounted and wired onto the top of the lining.  I hope that light never gets too hot!

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The V6 engine and 6-speed automatic were a good match for the Impala.   The blend of power and fuel economy worked well for a car of this size and weight.  I tried for the first time ever E85 gasoline.  I was curious on how proportional the price per gallon savings would be to miles per gallon and if it had an effect on performance.  On my first tank of regular gas (at the start of rental) I achieved 30.6 MPG and on the way back home the trip computer said I was less than 30 miles to empty.  At that point I filled up with E85 and I got 27.8 MPG.  Roughly 10% less efficiency and exactly 10% less cost.  It wasn’t long ago that the cost of E85 was a full 30% less here locally, so the need for alternative fuel is lost on me at this point.   Unless the price of E85 nosedives again, I’d honestly rather just use regular gas and have fewer pit stops.

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The dashboard is unmistakably Chevy.  According to Chevy’s website, peak power comes at 6800RPM, but doesn’t indicate what is redline.  I thought it was odd that the Pacifica of last week didn’t have a redline on the RPM gauge either.  It’s probably never a question with the Pacifica or Impala target audience, but I’m always curious about how far a vehicle can be pushed.  I thought I had a ‘me-only’ gripe about the Impala’s odd steering wheel, but after talking with a competing rental agent, he had the same complaint also.  When I’m highway cruising, my right hand is in the 4 o’clock position while resting on the armrest.  But after only about 100 miles, my hand was getting cramped and I was having to change driving positions frequently with both hands.  It looks like a normal steering wheel, so all I can figure is that the spoke spacing or steering wheel thickness just doesn’t work well with my hands

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The center stack shared of lot of cues from the much lesser Malibu, but with a few appearance upgrades.  Mom (and I for that matter) were very impressed by the LED trim around the dash and the doors when the headlights were on.  She was also impressed with the separate climate controls for the driver and passenger.  I got a kick out of that because that’s standard issue in many cars of several classes, but compared to her 13 year old Camry, that’s notable!  I know die-hard audiophiles aren’t typically fans of Bose products, but the standard stereo in the Premiere trim was excellent at all volumes for music and talk radio.

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LED daytime running lamps are on each side of the bottom grille, which appear to be able to house fog lights.  LED’s are an upgrade from regular incandescent bulbs on the lower trims.

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The “Premiere” and “V6” logos on the trunk are the only things that differentiate this from the less optioned Impalas at this angle.  Again, a lot of Malibu styling influence from this view.

The ride was excellent and the suspension hid road flaws like a boss, but handling was not as I expected and ‘floaty’ like an old Lincoln Town Car.  The Maxima from 2 weeks ago set the bar really high in cornering for this class in our fleet.  But high performance cornering isn’t an issue if the primary mode of travel is cruising down the interstate at 85 MP . . . I mean 70MPH.

Things of note:
MSRP sits at a tad over $38,500.
Odd at this price point not to have memory seats as standard.
Achieved an impressive 28.9 mpg.  The EPA states 19CITY/28HWY.
305 hp was enjoyable, the 198hp in the lesser trims would probably be unpleasant and the fuel economy difference is negligible.
Buy it? Rent it? Avoid it?
If I had a job that required an American company car, this would be definitely be in the running.  If said job required a lot of highway driving with passengers, the Impala would be on near the top of the list.  I’m curious what the 2.5 liter 4-cyl Impalas are like, but 107 fewer horsepower would be a huge letdown after driving the V6.  I imagine it’d be a similar experience to the disappointing LaCrosse of a few weeks ago. I’d rent an Impala again for a multi-state trip, but would opt for the similarly classed Maxima for city driving.  Bose has come through with a stellar sound system.
Chevy if you’re listening . . .
Just this week everyone learned of the Impala getting the ax next year.  Since the similar Taurus is getting chopped at Ford also, what will fill the void for those buyers who don’t like SUVs?  Good call on dumping the overpriced Lacrosse, but I think sending the Impala to the grave is a mistake.
On a scale from 1-100: (1- overdue to die Mrs. Barra / 100- big mistake Mrs. Barra)
Buy it now – 35
Buy it later at half the current price – 65
F.E.D. (Fun, Efficiency & Desirability) – 30
Oooh and ahhh factor – 40
Recommended to rent – 75

2018 Chrysler Pacifica

set the cruise control and go

. . . and go and go and go.

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I think I mentioned in a previous post that at one time the 3 vehicles that occupied my family’s driveway was a 1981 Buick Century wagon, 1985 Nissan Maxima wagon, and a 1988 Plymouth Grand Voyager.  From that moment on, many people said I was destined to have a lot of children since I really liked driving all three!  The Pacifica was no exception in my love of driving big haulers, but compared to the last few rentals, it took some get accustomed to the handling or actually lack of handling.  Notice the unusual placement of the blog magnets because the body panels behind the front fenders were all aluminum saving a lot of weight for the already heavily worked V6.  Without the use of aluminum in the body, the Pacifica would easily become the heaviest minivan on the market.

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I know I’m in the minority when I say the Pacifica is a pretty sharp looking vehicle for a van or anything of the 4-wheeled variety, especially since the hideous Nissan Quest is in the same class.

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But let’s not forget where Chrysler started 34 years ago when the company was all about function over form.  Thankfully, wired hubcaps on whitewall tires, faux woodgrain sides, and tacked on luggage racks are a thing of the not-so-attractive past.

20181116_140112The front end is obviously a lot of styled sharing with the 200 and if you’ve seen road test reviews of the 200 in the past few years, that’s not a flattering comparison.

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All the Pacificas feature a 3.6 liter V6 engine with a 9-speed transmission pumping out 287hp.  That’s more than double the gears of our 1988 version and almost double the horsepower also.  The transmission had a few odd shifting hiccups during the day, so hopefully that’s not a sign of bad things to come.    I’ve read about some problems in the same 9-speed transmissions that Jeep uses in the Cherokee line up, but hopefully for Pacifica owners that’s a Jeep problem only.  The 0-60 run was an impressive 7.3 seconds. Not necessarily an impressive time, but that it was so quiet and effortless that it seemed much faster even at nearly 6000RPM.

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I was planning on taking 4 people to dinner on my night with Chrysler’s Town & Country replacement, but turned out to be only two.  Both passengers mentioned how comfortable the seats were and one said that this was the most comfortable [front] seat yet.  Full disclosure:  she has a SUV and is more accustomed to the high seating position of a van or SUV than in any of my previous sedan rentals.  The middle row seats are easy to stow away for cargo use as soon as the user discovers that the seat back going down first and then the seat bottom folds forward to the front is the only option.  Customers who rent vans are likely to drive 1000+ miles in a week, so it makes sense to want the most comfortable cabin possible.

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The 3-across bench seat in the rear lacks the 4 arm rests of the middle row, but the seats themselves are nearly identical.

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The rear seats are much easier to collapse into the floorboard with well numbered rip cords.  These seats are power operated in the top trimmed Limited.

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I didn’t look closely at this button as I was looking around the cargo area for extra gadgets.  I thought maybe it’d collapse the seats, so I just press it and 3 beeps later, the tailgate is closing on me.  This is the first vehicle I’ve seen that has the rear hatch open/close button inside instead of on the hatch itself.  I think that might be a bad idea with curious little hands sitting in the rear most seats.  I’d have to assume this button wouldn’t work at all unless the van is in park.  Otherwise, this would be a worse safety issue than the electronic door switches on the Continental of 2 weeks ago.

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From the “I never want to have to use this department” is the very unsettling spare tire directly below the internal power gate switch.  The tire itself was an incredibly narrow donut with zero air pressure in it.  If the center mounted inflator doesn’t work, using the DC plug in directly across, you are helpless.  I know automakers are desperate to save weight and space, but this seems extreme by any account.  At least Chrysler hasn’t taken the extreme measures that Kia has as they do not have donuts at all in their cars, just a Fix-a-Flat like sealant.  Notice the white gas funnel at the top of the donut – that’s for a gas can if you run out before you get to an actual gas pump.  The Ford Fusion hybrid from several weeks ago among others now have capless fuel filler systems, but to make it work the secondary internal cap has to be pushed in.  Most gas can spouts aren’t strong enough or angled correctly to do that.

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I really liked the royal blue light theme in the Pacifica on the dash and center stack.  Maybe that’s Chrysler’s subtle way of saying the Pacifica is cool?  Nah, that’s a little stretch.  My only gripes were the heated seats and heated steering wheel had to be activated via the touch screen instead of a much easier dash mounted button.  I was glad that the auto stop/start could be deactivated (next to the radio volume button), but it had to be done at every engine start-up.

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The dashboard is simple with only a few display changes possible.   Two separate trip odometers, MPH display, radio station display, and a compass.  I’m sure there’s a lot of other display options with the loaded Limited, but most notable is the detailed fuel and temperature gauges.  On the version I had, the marks were in tenths and the Limited trim had a full on detailed digital display.   The fog lights had very little benefit.

 

Things of note:
MSRP is $27K to $42K and this example sits at a tad over $32,500
V6 engine very eager to hit the mysterious unmarked redline.
Achieved a meager 22mpg within the EPA stated 19CITY/28HWY.
4300lbs empty means fully loaded the V6 will have a lot of work to do, yet still the lightest minivan on the market.
Buy it? Rent it? Avoid it?
Unless I could get one of our maxed out loaded Limited series, I wouldn’t rush to rent the Pacifica again until I can scope out a similar Sienna first.  But it’d be very capable hauling 6 or 7 people in comfort.  I’d be nervous about buying a Pacifica due to many reported transmission and electronic gremlins plaguing some of the current models.  I’m curious to see what percentage of Pacificas need or have already had major transmission work at 100K miles.  Our 1988 Grand Voyager was nearly worthless with 97K miles and 2 replace power steering pumps and a bad A/C compressor.  In my automotive realm, that’s completely unacceptable for a well maintained and nearly pampered vehicle.
Chrysler if you’re listening . . .
Thank you for not putting in the sport shifting paddles on the steering wheel!  It was also refreshing not to see a cabin full of blank buttons.
On a scale from 1-100: (1- long live the ’88 Voyager! / 100- air mattress and live in it)
Buy it now – 30
Buy it later at half the current price – 45
F.E.D. (Fun, Efficiency & Desirability) – 35
Oooh and ahhh factor – 20
Recommended to rent – 85